Mounting of an auxiliary frame in vehicles



Jan. 28, 1964 J, U LE 3,119,628

MOUNTING OF AN AUXILIARY FRAME IN VEHICLES Original Filed Dec. 5, 1956 5Sheets-Sheet 1 Jan. 28, 1964 J. MULLER MOUNTING OF AN AUXILIARY FRAME INVEHICLES Origmal Filed Dec. 5, 1956 3 Sheets-Sheet 2 IIIIIIIII "f I iJan. 28, 1964 J. MULLER MOUNTING OF AN AUXILIARY FRAME IN VEHICLES 3Sheets-Sheet 3 Original Filed Dec. 5, 1956 By M 4/701/673.

United States Patent application Germany Dec. 6, 1955 This applicationis a continuation of the application of Josef Mueller, Serial No.626,373, filed December 5, 1956, entitled Mounting of an Auxiliary Framein Vehicles, now abandoned.

My invention relates to a vehicle, more particularly a motor vehicle, ofthe type in which the main chassis frame or body is carried by anauxiliary frame supported on the wheels, more especially the steeringWheels, of the vehicle through the intermediary of wheel suspensionmeans, resilient cushions being interposed between the main frame andthe auxiliary frame for resilient transfer of relative vertical forces.

The interposition of such an auxiliary frame between the wheelsuspension means and the main frame of the vehicle greatly improves theriding qualities of the vehicle. This is particularly true where thecushions interposed between the two frames are highly resilientpermitting the auxiliary frame to be displaced relative to the mainframe in vertical direction under the effect of road impacts, enginevibration, etc. through a large distmce. High resiliency of saidcushions, however, is liable to have the unwanted side effect ofpermitting the auxiliary frame to perform undesirable horizontalmovements relative to the main frame. Particularly where the auxiliaryframe is braced by the wheel suspension moans upon the steerable Wheelsof the vehicle, horizontal displacement of the frames relative to eachother is liable to adversely affect the steering function and the ridingqualities of the vehicle. Therefore, it is the primary object of thepresent invention to provide the vehicle with means which will eliminateor altogether preclude horizontal displacements of the frames relativeto each other without substantially interfering with verticaldisplacement of said frames relative to each other.

More particularly it is an object of my invention to provide a vehicleof the type above indicated in which the auxiliary frame willresiliently absorb any vertical impacts acting upon one or the other ofthe wheels by a pivotal movement about the central longitudinal axis ofthe ve-' hicle relative to the main frame but will resist any coupletending to turn the auxiliary frame within a horizontal plane about avertical axis relative to the main frame.

Finally it is an object of the invention to so relatively dispose theelements connecting the auxiliary frame to the main frame that lateralforces acting on the wheels will not set up any substantial coupletending to turn the auxiliary frame relative to the main frame about avertical axis.

Further objects of my invention will appear from a detailed descriptionof a preferred embodiment of my invention following hereinafter withreference to the accompanying drawings. It is to be understood, however,that my invention is in no way limited to the details of such embodimentand that the terms and phrases used in such detailed description havebeen chosen for the purpose of explanation rather than that ofrestriction or limitation of the invention, the scope of the latterbeing set forth in the appended claims.

in the drawings in which a preferred embodiment of the invention isshown,

3,ll,f28 Patented Jan. 28, 1964 "ice FIGURE 1 is a side view of thefront portion of a motor vehicle chassis, partly in section taken alongthe line II of FIGURE 2 viewed in the direction of the arrows,

FIGURE 2 is a plan view of the chassis portion shown in FIGURE 1, thewheels being indicated diagrammatically only,

FlGURE 3 is a portion of FIGURE 2 shown on an enlarged scale,

FIGURE 4 is a partial section taken along the line IV-IV of FIGURE 2 onan enlarged scale,

FIGURE 5' is a view, similar to that of FIGURE 4, of a modifiedstructure, and

FIGURE 6 is the section taken along the line VI-Vl of FIGURE 3.

My invention is equally applicable to vehicles in which the body isdetachably mounted on a main chassis frame and to vehicles in which thebody itself constitutes the frame. Hence, the term main frame as usedhereinafter and in the claims is intended to cover both, aself-contained body and a chassis frame. In the accompanying drawings myinvention is illustrated with reference to a vehicle which the bodyforms a unitary structure with the main frame.

The main frame comprises a central longitudinal beam bifurcated at itsfront, the bifurcations 10 and 11 projecting forwardly from a floorpanel 14 of the body, diagonal braces 12 and 13' extending from thefront corners of the floor panel 14 to the central portion of thebifurcations 10 and 1 1 being rigidly connected therewith. The frontends of the bifurcations 10 and 11 are connected by a horizontaltransverse tubular frame member 15.

The main frame composed of the elements 10, 11, 12, 13 and 14 is locatedabove and carried by an auxiliary frame designated by 16 as a whole.

While each of the elements 10* and 11-of the main frame are formed by apair of channel members having their flanges welded to each other asshown in FIGURE 6, the auxiliary frame comprises a hollow sheet metalmember having horseshoe shape symmetric with respect to the verticalcentral longitudinal plane of the body and formed with outwardprojections at the ends of its arms and at its center, substantially asshown and described in my co-pending application, Serial Number 553,574,filed on December 16, 1955, now Patent No. 2,837,348. With respect tofurther details of the structure of the auxiliary frame reference may behad to such co-pending application.

Relatively soft resilient elements, such as cushions 17, 18 and 19 ofrubber or any other rubber-like material are secured to the main frameand to the auxiliary frame to transfer relative vertical forces. Whilethe cushion 19 is interposed between the forward projection of thehorseshoe shaped auxiliary frame and the transverse tubular frame member15 of the main frame, each of the cushions 17 and 13 is interposedbetween one of the members 10, 11 and the rearward end portion of theauxiliary frame.

The outward projections of the auxiliary frame are formed by horizontalplates 20 and 21 having downwardly projecting flanges 22, or 23respectively, extending transversely with respect to the direction oftravel of the vehicle and serving to reinforce the plates 20 and 2 1.

Suitable wheel suspension means comprising lower wishbone links 26 andupper wishbone links 27 are mounted on the auxiliary frame 16 and areassociated with the steerable wheels for guiding the latter forupand-down movement relative to the auxiliary frame 16 and the mainframe 10-14. The lower wishbone links 26 are pivoted to brackets 24bolted to the bottom of the auxiliary frame 16, whereas the upperWishbone links 27 are pivoted to brackets bolted on top of the brackets2t and 21. The right-hand bracket 25 has been omitted in FIGURE 2 forthe sake of a clearer illustration of the plate 21. Suitable springs areassociated with the wheel suspension means just described and with theauxiliary frame to resiliently support the latter on the wheels.Preferably the springs are helical springs not shown inserted betweenthe plates 29 and 21 on the one hand and the lower wishbone links 26 onthe other hand in a manner well known in the art.

A steering gear housing 30 is mounted on the auxiliary frame 16 andadapted to impart pivotal movement to a steering arm 31 extending fromthe housing rearwardly and upwardly to a transverse horizontal rod 32which extends between the arm 31 and a second arm 34 which is pivotallyconnected at 33 to the auxiliary frame 16. Pivot pins 35 and 36 connectthe link 32 to the arms 31 and 34 and to steering links 37 and 38extending therefrom outwardly to the steering arms 39 and 40 connectedwith the swivel members which are guided by the wishbone links and carrythe steerable wheels. The driving unit composed of engine andtransmission not shown is likewise mounted on and partly embraced by theauxiliary frame 16.

As shown in FIGURE 5 the rubber cushion 17 may have the form of asubstantially tubular member having its inner surface bonded to a metalsleeve 60 and having its outer surface bonded to another metal sleeve61, both sleeves extending in spaced coaxial relationship. The innersleeve 66 surrounds a vertical pin 62 which depends from the bottom ofthe frame member 16 and has a foot portion 63 welded thereto. A nut 64screwed upon the threaded end of pin 62 serves to rigidly connect thesleeve 60 to the frame member 10. The outer sleeve 61 has a flange 65 atits upper end which rests on a ring 66 secured to the marginal portionof an opening 67 provided in a depressed portion of the top wall 58 ofthe auxiliary frame 16. As a result, the rubber cushion 17 permits theauxiliary frame 16 to be displaced in vertical direction through aconsiderable distance relative to the main frame member 10. Since theradial thickness of the rubber cushion 17 is considerable, the rubbercushion is unable to prevent a substantial lateral displacement of theauxiliary frame 16' relative to the main frame. Such lateraldisplacements, however, are liable to react upon the steering and theriding qualities of the vehicle. Therefore I have provided a pluralityof links 41, 4-2, 43 and 4 each of which is pivotally connected to boththe auxiliary frame 16 and the main frame, and is disposed to oppose theundesirable horizontal displacement without substantially interferingwith any vertical displacement of the frames relative to each other.Preferably the links 41 and 42 extend substantially in the longitudinaldirection of the vehicle to transfer braking and accelerating forcesbetween the frames while the links 4-3 and 44 extend transversely withrespect to the vehicle for the transfer of transverse forces between theframes.

The links 41, 42 are disposed on both sides of the central verticallongitudinal plane of the vehicle and are preferably spaced therefrom alarger distance than the relatively soft resilient element 17 and 13 aswill appear from FIGURE 2.

Each of the diagonal braces, such as 13, is formed with a lateral boss68 in which a pivot pin 46 is inserted so as to extend outwardlytherefrom in horizontal direction. A U-shaped bracket 69 is welded tothe rear flange 22 or 23 respectively of the auxiliary frame 1'6 and ahorizontal pin extends between its arms parallel to the pin 46. The link42 is formed with eyes on its ends which embrace the pivot pins 45 and46, sleeves or rubber or a rubber-like material and 56 being interposedtherebetween. Similar joints are provided for pivotally connecting thelink 41 to both of the frames.

The transverse links 43 and 44- are mounted in a similar manner, eachextending between a pin 48 carried by a U-shaped bracket 59 welded tothe bottom of the frame member 11 and a pin 47 extending rearwardly andparallel to pin 43 from a boss 74) provided on the rear face of the rearflange 22. The link 41, too, is formed with eyes 45 and 46 on its endswhich surround the pins 47 and 4S, sleeves 51 and 52 of rubber beinginterposed therebetween.

Preferably, the links 41 and 42 extend substantially parallel to and inproximity of a horizontal transverse line connecting the axes of thesteerable wheels of the vehicle.

Moreover it is desirable that the links 43 and 44 be disposedsubstantially in or closely adjacent to the horizontal plane of movementof the steering links 32, 37 and 38. As a result any movements which theauxiliary frame 16 may be subjected to relative to the main frame inlateral direction will have no effect in the plane of steering linkageand will not adversely affect the steering of the vehicle.

Preferably, means are provided for adjusting the length of the links 41,42, 43 and 44. For this purpose each link is composed of two partshaving threaded engagement and being locked in an adjusted position by alocking nut 53.

From the foregoing description it will appear that the links 4-1, 42, 43and 44 prevent any substantial displacement of the auxiliary frame 16with respect to the main frame in the horizontal plane. This is ofparticular im portance because of the considerable resiliency of therubber cushions 17 and 19. The provision of very soft rubber cushions isdesirable, however, in order to absorb noise and impacts originatingfrom the travel of the wheels on the road.

In FIGURE 4 1 have illustrated a modified cushion 117, the same being inform of a dished rubber plate inserted in a depressed portion 72 of thetop wall of the auxiliary frame 16 and carrying a circular dished sheetmetal member 71 which in its turn carries and is welded to the framemember 10. Here again the rubber cushion 117 is bonded to both theportion 72 and the member 71.

From the foregoing it will appear that in addition to the relative softresilient elements such as 17, 18 and 19, transferring the weight of thebody or frame to the auxiliary frame I have provided links such as 41-44connecting the auxiliary frame and the main frame so as to permit arelative vertical displacement of the frames while preventing anysubstantial horizontal displacement. In this manner it is possible toprovide very soft cushions for cushioning relative vertical displacementwithout risking any adverse effect upon the steering and ridingqualities of the vehicle. By suitable adjustment of the lengths of thelinks the auxiliary frame may be exactly aligned within a horizontalplane. As the longitudinal links such as 41 and 42 are farther spacedfrom the longitudinal central axis of the vehicle than the cushions suchas 17 and 18, any impact acting upon one of the two wheels only will bereadily absorbed because the auxiliary frame is capable of turning aboutthe central longitudinal axis of the vehicle on account of suchrelatively smaller distance of the rubber cushions from the longitudinalcentral axis. On the other hand, however, the auxiliary frame is somounted as to effectively resist any couple tending to turn it in thehorizontal plane about a vertical axis. Since the transverse links 43and 44 are spaced a short distance only from a line connecting the axesof the wheels, the lateral forces acting on the links 43, 44 will notproduce considerable couples in coaction with lateral forces acting onthe wheels so that there will be no tendency to turn the auxiliary frameabout a vertical axis.

While the invention has been described in connection with a preferredembodiment thereof, it will be understood that it is capable of furthermodification, and this application is intended to cover any variations,uses, or adaptations of the invention following, in general, theprincip.es of the invention and including such departures from thepresent disclosure as come within known or customary practice in the artto which the invention pertains, and as fall within the scope of theinvention or the limits of the appended claims.

I claim:

1. In a vehicle, the combination comprising a main frame, an auxiliaryframe carrying said main frame, at

least one pair of Wheels, wheel suspension means mounted on saidauxiliary frame and associated with said wheels for guiding the latterfor up-and-down movement relative to said frames, springs associatedwith said wheel suspension means and said auxiliary frame to resilientlysupport the latter on said wheels, soft resilient elements secured tosaid frames to transfer relative vertical forces, said soft, resilientelements being spaced from the central vertical, longitudinal plane ofthe vehicle, and a plurality of adjustable links each pivotallyconnected to both of said frames and disposed to oppose horizontaldisplacement without interfering with vertical displacement of saidframes relative to each other, said plurality of links including firstlinks extending substantially parallel to the central, verticallongitudinal plane of the vehicle and spaced therefrom, said pluralityof links further including second links extending substantially parallelto and in proximity of a line connecting the axes of said pair ofwheels, the distance between said first links and said central verticallongitudinal plane being greater than the distance of said plurality ofsoft resilient elements from said plane.

2. In a vehicle, the combination comprising a main frame, an auxiliaryframe carrying said main frame, at least one pair of wheels,wheel-suspension means mounted on said auxiliary frame and associatedwith said wheels for guiding the latter for up-and-down movementrelative to said frames, springs associated with said wheel-suspensionmeans and said auxiliary frame to resiliently support the latter on saidwheels, relatively soft resilient elements secured to said frames totransfer relative vertical forces, and a plurality of links, eachpivotally connected to both of said frames and disposed to opposehorizontal displacement without substantially interfering with verticaldisplacement of said frames relative to each other, said plurality oflinks including a pair of links spaced from the central, vertical,longitudinal plane of the vehicle and disposed on both sides thereof andextending substantially parallel to said plane, said relatively softresilient elements being spaced from said plane a shorter distance thansaid links.

3. The combination claimed in claim 2, wherein each of said relativelysoft resilient elements comprises a rubber member of substantiallytubular shape, an outer metal sleeve bonded to the outer surface of saidrubber member, an inner metal sleeve bonded to the inner surface of saidrubber member, a member received Within said inner metal sleeve andconnected thereto and to one of said frames, and said outer metal sleevebeing connected to the other of said frames.

References Cited in the file of this patent UNITED STATES PATENTS2,020,597 Appel Nov. 12, 1935 2,290,620 Brown July 21, 1942 2,323,007Borgward June 29, 1943 2,633,203 Paton Mar. 31, 1953 2,708,003 Nallingeret a1 May 10, 1955 2,720,374 Hutton Oct. 11, 1955 2,794,610 Hirst et alJune 4, 1957 FOREIGN PATENTS 1,161,929 France Mar. 31, 1958

1. IN A VEHICLE, THE COMBINATION COMPRISING A MAIN FRAME, AN AUXILIARY FRAME CARRYING SAID MAIN FRAME, AT LEAST ONE PAIR OF WHEELS, WHEEL SUSPENSION MEANS MOUNTED ON SAID AUXILIARY FRAME AND ASSOCIATED WITH SAID WHEELS FOR GUIDING THE LATTER FOR UP-AND-DOWN MOVEMENT RELATIVE TO SAID FRAMES, SPRINGS ASSOCIATED WITH SAID WHEEL SUSPENSION MEANS AND SAID AUXILIARY FRAME TO RESILIENTLY SUPPORT THE LATTER ON SAID WHEELS, SOFT RESILIENT ELEMENTS SECURED TO SAID FRAMES TO TRANSFER RELATIVE VERTICAL FORCES, SAID SOFT, RESILIENT ELEMENTS BEING SPACED FROM THE CENTRAL VERTICAL, LONGITUDINAL PLANE OF THE VEHICLE, AND A PLURALITY OF ADJUSTABLE LINKS EACH PIVOTALLY CONNECTED TO BOTH OF SAID FRAMES AND DISPOSED TO OPPOSE HORIZONTAL DISPLACEMENT WITHOUT INTERFERING WITH VERTICAL DISPLACEMENT OF SAID FRAMES RELATIVE TO EACH OTHER, SAID PLURALITY OF LINKS INCLUDING FIRST LINKS EXTENDING SUBSTANTIALLY PARALLEL TO THE CENTRAL, VERTICAL LONGITUDINAL PLANE OF THE VEHICLE AND SPACED THEREFROM, SAID PLURALITY OF LINKS FURTHER INCLUDING SECOND LINKS EXTENDING SUBSTANTIALLY PARALLEL TO AND IN PROXIMITY OF A LINE CONNECTING THE AXES OF SAID PAIR OF WHEELS, THE DISTANCE BETWEEN SAID FIRST LINKS AND SAID CENTRAL VERTICAL LONGITUDINAL PLANE BEING GREATER THAN THE DISTANCE OF SAID PLURALITY OF SOFT RESILIENT ELEMENTS FROM SAID PLANE. 